2/LR2: family looks with Discovery 3 and
Range Rover Sport.
23rd June 2006.
Nine years after the debut of its first
generation in 1997, the second generation Land Rover
Freelander 2 - to be called LR2 in the USA - will make its
first public appearance next month at the British
International Motor Show (public days from 20 to 30
July 2006) at the Excel exhibition centre in London's
Since Ford Motor Company bought the
Land Rover brand from BMW in 2000 (for 3 billion Euros),
the Freelander 2 will be the fourth new model from the
renown British 4WD brand in just four years, joining the
latest Range Rover (launched in 2002), the Land Rover
Discovery, or LR3 in the U.S. (2004), and the Range Rover
is increased by 10.9cm, height by 3.2cm
and wheelbase by... 10 cm.
More than its predecessor, the 2nd
generation Freelander 2 is aimed, not just at the compact
SUV category, but up to the premium compact SUV
level. Hence, it should target - depending on versions -
models ranging from the BMW X3, Acura
RDX / Honda CRV to Jeep's Cherokee / Liberty, Jeep
Patriot / Compass,
Nissan X-Trail, Mitsubishi
Outlander, Kia Sportage / Hyundai Tucson, Suzuki
Grand Vitara, Toyota's
RAV4 and others.
New from the ground up, Freelander 2,
or LR2 is based on Ford C1 technical platform, which is
used in several models in the Ford group, from the
European Ford Focus and C-Max, to the Mazda3 and Mazda5,
Volvo S40 / V50 / C70 (and coming C30).
Like in other automotive groups, a
technical platform can adapt different body sizes, styles
and applications to common elements ranging from engines
and transmissions to suspension, braking, steering,
electrical / electronic and safety systems.
The new Freelander 2 is marginally
longer – by 50 mm – than the outgoing Freelander.
However, width is increased by no less than 109 mm, height
by 32 mm and wheelbase by... 10 cm, from 2.56 to 2.66
Technical highlights include a
brand-new 3.2-liter inline-six engine matched to a new
six-speed automatic transmission, with Land Rover’s
CommandShift offering manual sequential gear changes when
required. There is also a driver-selectable sport mode,
for livelier performance.
glass areas with the elevated driving
position and stadium seating.
The interior package promises generous
head, shoulder and legroom, in both the front and rear.
Large glass areas emphasize the spacious feel and
complement the elevated ‘command driving’ position and
‘stadium seating’, where rear passengers sit slightly
higher than front occupants, for a clearer view of the
world outside. Cargo space reaches 59 cu. ft. (1670
litres, provisional figures) with the rear seats folded
and 26.5 cu. ft (755 litres) with the rear seats up.
The design is chiseled, geometric and
simple, with a close design relationship with the LR3 and
Range Rover Sport, but interpreted to suit the
requirements of a more compact SUV.
The body is a five-door monocoque
structure, with a fully independent suspension and the
latest stability control systems, including Roll Stability
Control (RSC) to help mitigate the risk of roll-over even
in extreme conditions.
rack-and-pinion, 2.6 turns lock-to-lock,
Designed and engineered by Land Rover
at Gaydon, near Warwick, England, Freelander 2 is not
built at Land Rover's Solihull plant, but at the Halewood
plant in Liverpool, where build quality has been
acknowledged with a JD Power European Plant Quality Gold
Award in 2005. Ford's Halewood plant builds the Jaguar
X-Type saloon / sedan (Ford Mondeo based).
Exterior Design - Geoff Upex,
design director and his team, including Earl Beckles (lead
exterior designer) and Martin Buffery (lead interior
designer) wanted clear family links to Land Rover’s new
Discovery 3 (LR3 in the USA) and Range Rover Sport.
However, Freelander has always had –
and needed to retain – a strong appeal to customers more
used to conventional saloon cars.
According to Upex, 4x4s typically look
more geometric, more aggressive and harder-edged. Cars
tend to be more organic – and friendlier – in form. So
the Freelander 2 mixes strong geometric shapes and
flowing, car-like softness.
automatic: integrated electronic
Transmission Control Module.
The grille sends a strong statement,
with different versions for petrol and diesel models. The
rear is cleaner, significantly helped by relocating the
external spare wheel of the original Freelander underneath
the cargo area floor, and by the new one-piece tail-lamps.
The metallic side-vents help engine
breathing, but also provide a strong family link with both
Discovery 3 and Range Rover Sport.
The bonnet castellations help the
driver place the vehicle more accurately on the road or
track. The wheel-out stance and wide track help deliver
agile handling and great grip. The short front and rear
overhangs and high underbody are essential for go-anywhere
off-road performance. The body-side protection guards
against stone chips and helps keep the sills clean.
Inline-six engine -The 3.2-litre
i6 petrol engine is brand new for 2006, and gives
Freelander 2 on-road performance comparable to that of
many compact saloons. The vehicle accelerates from 0-60
mph in 8.4 sec (0-100 km/h in 8.9 sec) and has a top speed
of 124 mph (200 km/h).
control of to choose one of four Terrain
The base engine has been developed
primarily by Land Rover’s Premier Automotive Group
partner Volvo. Built at Bridgend, Wales – alongside the
Land Rover / Range Rover V8 engine family – the i6
engine has been extensively developed for Land Rover’s
demanding off-road requirements, including improved dust,
mud and water protection and the tolerance of operation at
more acute angles of tilt.
Maximum power is 233 PS (171 kW,
specifications are preliminary and subject to change) at
6300 rpm, and maximum torque is 317 Nm (234 lb ft) at 3200
rpm. These figures are substantially higher than those
offered by the outgoing Freelander’s V6 engine (177
PS/130 kW, 240 Nm). Performance is also much better than
the outgoing vehicle’s, as is fuel economy – which is
improved by 10 per cent on the combined average cycle.
The six-cylinder i6 engine combines a
straight configuration – the smoothest engine
arrangement – with an exceptionally compact size. This
allows the engine to be transversely mounted, which
improves cabin packaging, gives extra space in front of
and behind the engine, and allows the use of the engine in
different models within the Ford Group.
31° approach angle, 34° for departure,
23° for ramp breakover.
The key to this compact new design is
the innovative Rear End Ancillary Drive (READ)
system. Conventional engines drive camshafts and other
engine ancillaries (including alternator, water pump and
air conditioning compressor) from a series of chains and
belts overhanging the front of the engine. The i6’s READ
system takes drive to these items up the rear face of the
engine – the side attached to the gearbox – with much
less overhang. The result is a short engine, just 600.5 mm
long. This substantially increases engine bay space,
allowing the i6 to be fitted crossways and the vehicle’s
advanced crash structure to be configured around it.
The i6 engine has an aluminium
block, head and bedplate and all are structurally
optimised to balance low weight and stiffness. The twin
overhead camshafts and 24 valves are further improved by a
patented Cam Profile Switching (CPS) system that
features two completely different intake cam profiles
machined onto the same camshaft. The engine management
system decides which cam profile to use, depending on the
engine’s running conditions and driver’s torque
demands. One profile is ideal for low-speed/low-load
driving; the other, which gives longer valve lift, is
better for higher speeds and loads. A two-piece hydraulic
valve tappet arrangement alters the cam profiles.
and chiselled body sides.
The i6 engine also features a
continuously Variable Valve Timing (VVT) system,
which constantly alters valve overlap to achieve optimum
power, efficiency and emissions. The combination of CPS
and VVT gives the new engine broad power and torque bands,
and improves both performance and driveability.
In addition, the Variable Intake
System – which alters both intake tract length and
plenum volume – boosts low-end torque and high-end
power, further enhancing the engine’s breathing
capability. Eighty per cent of the vehicle’s maximum
torque is available across the entire rev range, and 256
Nm (189 lb ft) is on tap all the way from 1400 rpm to 6400
The highly accurate fuel-injection
system features four micro-nozzles per cylinder, each with
a diameter of 0.29 mm. Capable of injecting a large volume
of fuel when high performance is demanded – up to 250 cm3/min
– they are also able to provide total precision when
minimal performance is required, helping the i6 Freelander
2 achieve its combined fuel consumption of 25.2 mpg (11.2
front and rear overhangs with a
significantly longer wheelbase.
TD4 Turbodiesel - The second
engine for the Freelander 2 is an all-new 2.2-litre TD4
turbodiesel. Maximum power is 160 PS (118 kW), up from 112
PS (82 kW) on the outgoing Freelander’s 2.0-litre
diesel. Maximum torque is 400 Nm (295 lb ft) – up from
260 Nm (191 lb ft).
The engine – which makes its world
debut in 2006 – is a result of the co-operative
agreement between the Ford Motor Company and PSA Peugeot
Citroën which also produced the TDV6 fitted to Discovery
3 and Range Rover Sport. As with the i6 petrol engine, the
TD4 engine has been specially developed to meet Land Rover’s
requirements for wading and off-road angles (see LR2
specifications page), as well as for dust and mud
Acceleration from 0-60 mph takes 10.9
sec in manual guise, substantially reduced from 13.2 sec
for the previous Freelander diesel (0-100 km/h now 11.7
sec, from 14.4 sec). The combined average fuel consumption
is 37.7 mpg (7.5 l/100 km), better than the outgoing
Freelander diesel despite a 43 per cent increase in power.
of the design: body-coloured A- and
D-pillars, while the black E-pillars at
the rear give a graphic like the ‘floating
roof’ of Range Rover.
The TD4’s advanced technologies
include variable in-cylinder swirl, the latest ‘generation
3’ common-rail fuel injection, a new Garrett
variable-nozzle turbocharger, a double-walled cylinder
block and sump-mounted balance shafts. The result is
better torque spread, fuel economy, performance and
refinement. The engine exceeds the demanding EU4 emissions
requirements, and a maintenance-free catalysed Diesel
Particulate Filter (cDPF) is also available for even
cleaner performance (all diesel engine data quoted is
without the optional cDPF fitted).
The peak torque of 400 Nm (295 lb ft)
occurs at 2000 rpm. The power curve is flat, delivering 80
per cent of peak power across more than half the rev
range. No less than 200 Nm (148 lb ft) of torque is
available from 1000 rpm to 4500 rpm.
In automatic versions of the Freelander
2 TD4, hard acceleration delivers extra performance for
short periods thanks to Transient Overboosting,
where turbo pressure is increased. The new GT17B
Honeywell Garrett Variable Nozzle Turbine (VNT) turbo
combines low-speed response, mid-range torque and
upper-end power. Its small turbine wheel is light, further
reducing turbo lag.
castellations (above headlights) help
the driver place
the vehicle more accurately on the road or
The engine combines piezoelectric
injectors, high fuel pressures and variable swirl
technology, all reducing combustion noise and in-cylinder
pressure. Piezoelectric injectors provide exact control of
the fuel delivery, while the ‘generation 3’
common-rail injection system is capable of injection
pressures of 1800 bar (over 26,000 psi), about 30 per cent
higher than ‘generation 2’ systems. Common-rail
systems can supply a high volume of fuel at peak load
conditions, one reason why common-rail engines offer much
better performance – as well as better economy – than
older diesel engines.
Each cylinder has two intake ports. The
low-speed tract applies air at an acute angle to create
swirl at low engine loads. Once higher gas flows are
demanded, a second tract opens, providing extra air –
but without increasing swirl.
The cylinder block is made from cast
iron, and is double walled. This strengthens the block
and reduces radiating noise, a little like double glazing.
The head is aluminium alloy while the engine cover
is made from lightweight polypropylene, housing foam to
absorb specific noise frequencies. It is simple but
reduces engine noise by up to a half.
Transmissions - Both Freelander
2 engines are available with a six-speed automatic
transmission, while a six-speed manual is also
available for the TD4 (diesel auto models become available
from spring 2007).
lamp units: jewel-like and scratch
They are both new transmissions
specially developed for on-road and off-road driving.
The Aisin Warner AWF21 six-speed
automatic transmission features a fully integrated
electronic Transmission Control Module. The module uses
different gearchange maps, depending on whether the
transmission is in full auto, sport or manual CommandShift
mode, and when the vehicle is using one of the special
Terrain Response programmes.
In sport mode, the auto
transmission is programmed to hold low gears longer and to
shift down more readily, to assist acceleration CommandShift
allows manual sequential gearchanging When Terrain
Response special programmes are engaged, different
mappings are applicable, depending on the mode chosen. The
Transmission Control Module also manages torque converter
lock-up, which has different requirements depending on the
selected Terrain Response mode
The six-speed manual gearbox,
available only with the TD4 diesel, is a Getrag M66 unit,
specially adapted for Land Rover use. It has a four-shaft
design, and gear selection by twin cables for short,
positive changes. The dual-mass flywheel carries a
single-plate 250 mm (9.84 inch) hydraulically actuated
clutch. The system is fully self-adjusting, to maintain
constant pedal loads through the vehicle’s life.
Suspension and Steering - The
Land Rover approach started with the design of the base
suspension system, and was supplemented by innovative
technologies such as an intelligent 4x4 system, Land Rover’s
patented Terrain Response, and sophisticated traction and
stability systems. Key contributors to achieving excellent
on-road performance were the new, fully independent
suspension system – coil-sprung struts front and rear
– and a stiff body using front and rear sub-frames.
Front and rear anti-roll bars provide anti-roll control.
The rack-and-pinion steering is
designed to be direct and fluid, with 2.6 turns
lock-to-lock. Rigidly mounted to the front sub-frame to
improve lateral stiffness, the steering is adjustable for reach
On-road ride comfort is due to supple
long-travel suspension, torsional body stiffness,
rubber-mounted front and rear sub-frames, and
large-diameter gas damper struts.
Off-road capability starts with 210 mm
(minimum) of ground clearance to overcome rocky, sandy,
rutted or muddy terrain. This also helps Freelander 2 to
wade through water up to 500 mm deep.
Full-Time 4x4 - Freelander 2
comes with a full-time 4x4 transmission. Its front-rear
torque split varies continuously to suit dynamic
conditions. Only a small amount of torque is fed to the
rear wheels under normal conditions, such as on a straight
tarmac road, but in tough off-road situations, almost all
the engine torque can be fed to the rear wheels, if
required. This arrangement offers maximum grip in
difficult conditions, yet minimises rear drive – and
therefore rotational losses and, in turn, fuel consumption
– when not required.
The 4x4 system has been developed in
conjunction with Haldex, whose centre-coupling technology
continuously alters the front-rear torque split, normally
through a hydraulically operated multi-plate wet clutch.
However, Land Rover wanted an electronically controlled
centre coupling – linking the propshaft to the rear
differential – that could pre-engage at rest to reduce
wheelspin from standing starts, engage quickly when
traction loss was detected and disengage quickly without
compromising stability control systems. The system also
had to transmit the necessary torque to achieve Freelander
2’s off-road traction demands.
The result is used exclusively on
Freelander 2, and proactively engages full-time 4x4
rapidly and completely. A new high-pressure pre-charge
pump charges the hydraulic system as soon as the
engine is started, allowing for full-time 4x4 from rest.
It also reduces the time taken to achieve full torque once
wheel-slip has been detected – within 15 degrees of
wheel-slip rotation (compared with over 60 degrees of
wheel-slip rotation with more conventional units).
The Freelander 2’s Haldex unit is
designed to allow up to 1500 Nm of torque transmission. An
accumulator also speeds up the unit’s response. Full
torque transmission can be achieved in just 150
milliseconds. The new Haldex coupling aims to provide the
proactive engagement benefits of full-time 4x4 and the
efficiency and fuel economy of an on-demand system.
Terrain Response is one of the
core Land Rover technologies. Standard on all but the
entry model, it adapts the responses of the vehicle’s
engine, gearbox, centre coupling and chassis systems to
match the demands of the terrain. It optimises
driveability and comfort, as well as maximising traction.
On the Freelander 2, there are four
Terrain Response settings which the driver can choose
via a rotary control:
General Driving – provides a
broad span of ability suitable for most on-road
driving and easier off-road conditions,
Grass/Gravel/Snow – for slippery
conditions, on-road or off-road
Mud and Ruts
Terrain Response also controls the
following range of stability and traction aids:
Dynamic Stability Control
(DSC): is designed to help stop torque to a wheel
after loss of traction, but in some off-road
situations torque feed is still desirable, even when
traction is being lost. Terrain Response automatically
adjusts the DSC so that appropriate torque is
Electronic Traction Control
and Anti-lock Brakes: these slip and braking
control systems are all adjusted and tuned by Terrain
Response to offer optimum grip, braking power and
safety on the chosen terrain
Hill Descent Control (HDC):
the latest generation of the Land Rover technology
that automatically restricts speed downhill, using the
anti-lock brakes, and improves driver control on
slippery descents. HDC is automatically engaged on
appropriate Terrain Response programmes. Downhill
speed rates vary according to which surface is
Terrain Response also changes the
setting of the electronic centre coupling, to optimise 4x4
drive in tough conditions. It works continuously, and made
its production debut in the Land Rover Discovery 3 in
Brakes - The Freelander 2 has
large vented brake discs front and rear. The large
front discs – 316 mm on the petrol model, 300 mm on the
diesel – are ‘reverse vented’, so they draw cool air
into the disc over the central bell, which is then vented
out from the rim of the disc. This approach improves
thermal stability under severe braking. Rear brake discs
are also substantial – 302 mm in diameter, for both
diesel and petrol.
The electronic modulator of the
stability control system constantly monitors and, if
necessary, adjusts both braking and engine traction. As
well as reducing brake pressure, as in a conventional
anti-lock (ABS) braking system, the modulator is designed
to help generate positive hydraulic pressure to increase
braking force in an emergency.
In addition to the latest-generation
four-channel anti-lock brakes, the modulator also controls
Electronic Brakeforce Distribution (EBD), which balances
the distribution of braking force between front and rear,
Emergency Brake Assist (EBA), which boosts pedal pressure
when full braking is required, and Corner Brake Control
(CBC), which enhances rear-end stability when braking in
corners. It also helps to control the Hill Descent
Control, Electronic Traction Control and Dynamic Stability
Roll Stability Control -
Gyroscopic sensing allows the Roll Stability Control
system – linked to the electronic modulator – to
compare the rate of change of body roll angle with the
steered course. If necessary, incremental brake force is
applied at the outer wheels, widening the turn radius to
help prevent the roll.
Gradient Release Control -
Another innovation which makes its debut on Freelander 2
is Land Rover’s patented Gradient Release Control
system. Linked to the Hill Descent Control, this system
ensures that, when releasing the brakes on extremely steep
hills, brake-line pressure is released progressively,
helping to maintain full driver control.
Wheels and Tyres - Freelander 2
is available with a wide variety of wheels and tyres,
ranging from 16-inch to 19-inch diameter. The wheels are
all low-pressure die-cast aluminium, and rim width is
wider than normal. All tyres are all-terrain rated, so
they should perform well both on-road and off. All run at
32 psi (2.2 bar), irrespective of size, load or speed,
which simplifies life for the customer. The smallest tyre
offered – on the diesel only – is a 215/75R16 tyre,
while the biggest – aimed at those who want sports
saloon levels of responsiveness on-road – is a 235/55R19
(accessory fit only).
Towing - The petrol automatic
and diesel manual models are able to tow a 2000 kg braked
trailer – which is more than the vehicle’s kerb weight
– making them suitable for most single horseboxes,
medium-sized caravans and many boats. The diesel automatic
can tow up to 1750 kg.
Body - Freelander 2 uses a
monocoque construction. Ultra-high-strength steel is used
more extensively than in any previous Land Rover, in the
door beams and for various strengthening reinforcements. A
fully integrated front-end structure carries the cooling
pack and front bumper, while substantially boosting the
overall body stiffness. The bonnet-locking platform has
been designed to help boost structural integrity, ensuring
good load transfer from one front crash rail to the other.
A double bulkhead in the engine bay
improves powertrain isolation and provides a clean area
for components such as the ABS modulator, brake servo and
Safety - Front seat belts have
pre-tensioners, and all Freelander 2 models feature seven
airbags. The driver and passenger front airbags are
designed to help provide head and chest protection and the
front side airbags to protect against side impacts.
Full-length curtain airbags in the roof side structure are
designed to help protect against head injury and roll-over
ejection for front and rear occupants. An inflatable knee
bolster helps protect the driver against leg injury from
the steering column.
Exterior Protection - Freelander
2 is designed to be able to brush off knocks and scuffs.
Vulnerable areas of the car, including the sills and lower
doors, are coated in a tough thermoplastic cladding. The
cooling pack is protected by a strong thermoplastic
undertray, while a structural steel undertray protects the
Bumpers are made from high-pressure
injection-moulded mineral-reinforced polypropylene to
offer stability in very hot or cold conditions, and good
scratch and impact resistance.
The standard halogen lamps have
impact-resistant polycarbonate lenses, and offer a
lifetime resistance to scratching. H7 halogen bulbs
are also available, giving a light output closer to
natural daylight. Freelander 2 is also available with High
Intensity Discharge (HID) projector lamps, creating
crisp blue-white spectrum light. HID lights produce 200
per cent more light than a halogen unit while consuming
only half as much electrical power. They also last up to
10 times longer. The HID system includes headlamp
powerwash and automatic headlamp levelling.
Optional Adaptive Front Lighting
(AFS) is designed around the xenon units. The lamps swivel
with the direction of travel, to help improve the driver’s
view of the road ahead.
An optional two-part panoramic
sunroof increases the bright and airy feel of
Freelander 2’s cabin. The front section lifts and slides
back over the second-row glass roof panel.
Large door mirrors (powerfold option
available) further improve the field of view. The front
screen is available electrically heated, with rain-sensing
wipers that work via infra-red technology, and heated
Interior - The interior of
Freelander 2 is designed to be more elegant and simply
structured than that of the outgoing Freelander, The facia
still incorporates clear elements of the iconic
architectural vertical and horizontal lines that
characterise the Range Rover, Range Rover Sport and
Discovery 3 (LR3).
The upper part of the facia has a
soft-touch finish The circular analogue gauges are framed
with metallic bezels. Stadium seating places the rear seat
passengers slightly higher than their front seat
counterparts. Visibility for all occupants is helped by
the narrow front A-pillars, deep front and rear screens,
and large side windows.
Although only 50 mm longer than the
outgoing model, the all-new Freelander 2 effectively moves
up a class in interior packaging compared with its
The vehicle’s height and tall doors
improve entry and egress compared with normal cars. The
‘clean sill’ system also helps keep mud and general
road grime off occupants’ clothes.
Six-way adjustment is standard on all
driver seats, including height adjustment. The front
passenger seat has four-way adjust. Electric power
adjustment and armrests are also available on driver and
front passenger leather seats, with the option of a
three-position memory on the driver’s seat. Two-stage
seat heating is available on certain models to provide
reliable and rapid seat warming in cold environments.
The rear seat is wide enough to
accommodate three standard adults, and includes a central
armrest on leather versions. An asymmetrically split
design, it folds forward to offer a completely flat floor
The boot provides ample space for
luggage. The reversible load floor cover has carpet on one
side and a water-resistant surface on the other.
Total luggage volume is 1670 litres
with the rear seats folded forward and 755 litres when
raised (27 and 38 per cent respectively better than the
Freelander 2 available equipments
include (standard or optional, depending on versions and
Keyless starter button – standard
throughout the range
High-definition colour touch-screen
DVD satellite navigation
Bi-xenon Adaptive Front Lighting
Auto headlights and rain-sensing
Park Distance Control at the front
Bluetooth hands-free telephone
system integrating phone control and display with the
12-speaker Alpine/Dolby Prologic
IIx sound system
DAB digital radio
Dual-zone ATC air-conditioning,
with pollen filter and humidity sensor
Panoramic top-sliding sunroof
Lazy-open and Lazy-locking
One-shot windows and sunroof
‘Approach lighting’ operated by
the key fob.